Aqueous fuel for internal combustion engine and method of combustion

ABSTRACT

An aqueous fuel for an internal combustion engine is provided. The fuel comprises water from about 20 percent to about 80 percent by volume of the total volume of said fuel, and a carbonaceous fuel selected from the class consisting of ethanol, methanol, gasoline, kerosene fuel, diesel fuel, carbon-containing gaseous or liquid fuel, or mixtures thereof. A method for combusting an aqueous fuel in an internal combustion engine is provided. The method produces approximately as much power as the same volume of gasoline. The method comprises introducing air and aqueous fuel into a fuel introduction system for the engine. The fuel comprises water from about 20 percent to about 80 percent by volume of the total volume of the fuel, and a carbonaceous fuel from ethanol, methanol, gasoline, kerosene fuel, diesel fuel, carbon-containing gaseous or liquid fuel, or mixtures thereof, and introducing and combusting said air/fuel mixture in a combustion chamber or chambers in the presence of a hydrogen producing catalyst to operate the engine.

CROSS REFERENCE TO CO-PENDING APPLICATIONS

This application is a continuation in part patent application Ser. No.07/689,988, filed Apr. 3, 1991, now abandoned, which is a continuationin part of application Ser. No. 07/440,224, filed Nov. 2, 1989.Iadd.,abandoned, .Iaddend.and related to application Ser. No. 07/714,683,filed Jun. 13, 1991.

FIELD OF THE INVENTION

This invention relates to a novel aqueous fuel for an internalcombustion engine and to a novel method of combusting such fuel in aninternal combustion engine as well as to a novel fuel mixture whichresults from the introduction of the aqueous fuel into the combustionchamber of an internal combustion chamber in the presence of ahydrogen-producing catalyst.

BACKGROUND OF THE INVENTION

There is a need for new fuels to replace diesel and gasoline for use ininternal combustion engines, especially engines used in motor vehicles.Internal combustion engines operating on gasoline and diesel fuelproduce unacceptably high amounts of pollutants which are injurious tohuman health and may damage the earth's atmosphere. The adverse effectsof such pollutants upon health and the atmosphere have been the subjectof great public discussion. Undesirable pollutants result fromcombustion of carbonaceous fuel with combustion air that containsnitrogen. The relatively large amounts of air used to combustconventional fuels is therefore, a primary reason for unsatisfactorylevels of pollutants emitted by vehicles with internal combustionengines.

SUMMARY OF THE INVENTION

A novel fuel and fuel mixture, and novel method of combustion, have beendiscovered which will reduce pollutants produced by internal combustionengines operated with conventional carbonaceous fuels such as gasoline,diesel fuel, kerosene fuels, alcohol fuels such as ethanol and methanol,and mixtures thereof. The new fuel mixture is also much less expensivethan carbonaceous fuel such as gasoline or diesel fuel because itsprimary ingredient is water. The term "internal combustion engine" asused herein is intended to refer to and encompass any engine in whichcarbonaceous fuel is combusted with oxygen in one or more combustionchambers of the engine. Presently known such engines include pistondisplacement engines, rotary engines and turbine (jet) engines.

The novel aqueous fuel of the present invention has less than thepotential energy of carbonaceous fuels but is nonetheless capable ofdeveloping at least as much power. For example, an aqueous fuel of theinvention comprising water and gasoline has about 1/3 the potentialenergy (BTU's) of gasoline, but when used to operate an internalcombustion engine, it Will produce approximately as much power ascompared with the same amount of gasoline. This is indeed surprising andis believed to be due to the novel fuel mixture that results from therelease of hydrogen and oxygen and the combustion of hydrogen when thenovel aqueous fuel is introduced to a combustion chamber of an internalcombustion engine and combusted with relatively small amounts ofcombustion air in the presence of a hydrogen-producing catalyst by thenovel method of the present invention.

In its broadest aspects, the aqueous fuel of the present inventioncomprises substantial amounts of water, e.g., up to about 70 to about 80percent by volume of the total volume of aqueous fuel, and a gaseous orliquid carbonaceous fuel such as gasoline, ethanol, methanol, dieselfuel, kerosene-type fuel, other carbon-containing fuels, such as butane,natural gas, etc., or mixtures thereof. In utilizing this fuel with thenovel method of the present invention, aqueous fuel and combustion airare introduced into the engine's fuel introduction system, for receivingand mixing fuel and combustion air and introducing the fuel/air mixtureinto the combustion chamber(s). Such systems may include a conventionalcarburetor or fuel injection system. Although it is not necessary forthe practice of the invention, when using an engine with a carburetor,the combustion air may be preheated to from about 350° F. to about 400°F. as it enters the carburetor. When using an engine with a fuelinjection system, the combustion air may be preheated from about 122° F.to about 158° F. as it enters the fuel injection system. The air/fuelmixture is introduced into the combustion chamber or chambers andcombusted in the presence of a hydrogen-producing catalyst whichfacilitates the dissociation of water in the aqueous fuel into hydrogenand oxygen so that the hydrogen is combusted with the carbonaceous fuelto operate the engine.

The term "hydrogen-producing catalyst" is used herein in its broadestsense. A catalyst as generally defined is a substance that causes oraccelerates activity between two or more forces without itself beingaffected. In the present invention it is known that without thissubstance present in the combustion chamber, as described herein,combustion of the aqueous fuel does not take place in such a way as toproduce the desired degree of power to operate the internal combustionengine.

Without intending to be bound by theory, it is believed that upongeneration of an electric spark in a combustion chamber with a wetatmosphere in the presence of poles formed of hydrogen-producingcatalyst, the electrical discharge electrifies the mass of water presentin liquid or gaseous form, e.g., steam vapor, to enable the electriccharge to travel to the negatively charged catalytic poles to effectdischarge of the electric charge. Dissociation of water moleculesappears to occur upon exposure of the mass of water molecules to theelectric charge in combination with the heat of combustion resultingfrom combustion of the carbonaceous material component of the aqueousfuel during the compression stroke which, along with combustion ofreleased hydrogen, provides the power to operate the engine.

Although in the presently preferred embodiment it is preferred to usetwo catalytic poles of hydrogen-producing catalyst, one, or more thantwo poles, also may be used to disperse the electric charge. Inaddition, although the normal spark of standard motor vehicle spark plugsystems generating about 25000 to 28000 volts may be used, it ispresently preferred to generate a hotter spark, e.g., generated by about35000 volts. Electric spark generating systems are available of up to90000 volts and it appears that higher voltages result in betterdissociation of water molecules in the combustion chamber.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT

As indicated previously, one of the advantages of the invention is thatinternal combustion engines may be operated with novel fuels and fuelmixtures that require significantly less combustion air for combustionof the fuel in the engine's combustion chamber. For example, gasolineused as fuel for an internal combustion engine employing a carburetorgenerally requires an air to fuel ratio of 14 to 16 1 to producesatisfactory power output to operate the engine and power a motorvehicle. Alcohol, such as pure ethanol, may utilize an air to fuel ratioof 8 or 9:1 for satisfactory performance of the same engine. In contrastto such conventional fuels, the aqueous fuel of the present inventionutilizes a lesser, controlled amount of combustion air. It has beendetermined that it is critical for the practice of the invention toemploy an air to fuel ratio of not greater than 5:1 for equivalentsatisfactory performance of an internal combustion engine. The preferredair to fuel ratio in accordance with the invention is from 0.5:1 toabout 2:1; with an optimum air to fuel ratio in the range of 0.5:1 to1.5:1 and, most optimally 1:1.

The reason that the aqueous fuel and the fuel mixture of the presentinvention can produce satisfactory internal combustion engine results isthat in practicing the invention hydrogen and oxygen are released in thecombustion chamber. The hydrogen and oxygen result from dissociation ofwater molecules and the hydrogen is combusted along with thecarbonaceous fuel of the aqueous mixture. The result is that comparableengine power output is achieved with less carbonaceous fuel and lesscombustion air than can be achieved using conventional combustion of thesame carbonaceous fuel with greater amounts of combustion air.

It is further noted that with the aqueous fuel of the present inventionthe water component vaporizes as steam in the combustion chamber. Steamexpands to a greater extent than air and the combustion chamber can besuitably filled with less combustion air. Thus, the water component ofthe fuel transforms to steam which expands in the combustion chamber andreplaces a portion of the combustion air used in combusting conventionalfuels in the engine's combustion chamber. The expansion of the steamtogether with the combustion of the hydrogen released by dissociation ofthe water molecules results in generation of the required power outputnecessary for satisfactory operation of the engine.

It has been previously pointed out, that the amount of combustion airprovided in the combustion chamber for combustion with the aqueous fuelof the invention must be critically controlled so that an air to fuelratio of not greater than 5:1 is present during combustion. It has beendetermined that if too much air, i.e., greater than a ratio of air tofuel of 5:1, is introduced with the aqueous fuel into the combustionchamber, incomplete combustion of the carbonaceous fuel results becauseof the excess of oxygen in the combustion chamber. Excess oxygen overthat required to combust the carbonaceous fuel results when the ratio ofair to fuel is too high due to a combination of the amount of oxygenreleased from dissociation of the water molecules and the additionaloxygen present in an excessive amount of combustion air. Incompletecombustion of the carbonaceous fuel results in unsatisfactoryperformance of the engine as well as excess emission of undesirablepollutants. By reducing the amount of combustion air required forcombustion in the combustion chamber, less nitrogen is present in thecombustion chamber to combine with oxygen and form undesirable NOXpollutants emitted during engine operation. Thus, one importantadvantage of the invention is the considerable reduction in NOX andother undesirable emission pollutants over that which are produced byconventionally operated internal combustion engines using conventionalcarbonaceous fuels such as gasoline, diesel fuel, etc. in internalcombustion engines.

It is also noted that since hydrogen and oxygen and oxygen are presentin the fuel mixture to be combusted in the combustion chamber of aninternal combustion engine, in accordance with the invention,circumstances may arise in which too little water in the aqueous fuelwould be unsatisfactory. For example, where the carbonaceous fuel has alow inherent energy output, i.e. low potential energy of BTU output perunit volume, greater amounts of water may be desirable because therelease of hydrogen and oxygen by dissociation of water molecules andcombustion of the hydrogen will usefully increase the total energyoutput of the carbonaceous fuel and water mixture. For this reason, alower limit of between 20 and 25% water, e.g., greater than 20% water,is established as the useful, practical, minimum amount of water in theaqueous fuel mixture of the present invention so as to accommodate agreater variety of carbonaceous fuels within the scope of the invention.The upper limit of 70% to 80% water is established because a minimumamount of gaseous or liquid carbonaceous fuel is need to initiate thereaction, triggered by a spark generated in the combustion chamber thatdissociates the water molecules in the combustion chamber. It has beendetermined that from 30,000 BTU energy/gal. of fuel to 60,000 BTUenergy/gal. of fuel is preferred for the water dissociation reaction.

The aqueous fuel of the present invention comprises water from greaterthan about 20 percent to about 70 to 80 percent by volume of the totalvolume of the aqueous fuel and, preferably, a volatile liquidcarbonaceous fuel, such as a fuel selected from the group consisting ofalcohols, e.g., ethanol or methanol, gasoline, diesel fuel,kerosene-type fuel, or mixtures thereof. Alcohols such as ethanol andmethanol generally contain small percentages of water when producedcommercially and, of course, include oxygen and hydrogen in themolecular structure. Commercial grades of ethanol and methanol aremarketed in terms of a proof number, such as for example, 100 proofethanol. One half the proof number is generally an indication of theamount of ethanol present, i.e., 100 proof ethanol contains 50 volpercent ethyl alcohol and 50 percent water; 180 proof ethanol contains90 percent of ethyl alcohol and 10 percent of water, etc.

The aqueous fuel of the present invention is believed to be usable inall internal combustion engines, including conventional gasoline ordiesel powered internal combustion engines for use in automobiles,trucks and the like, using conventional carburetors or fuel injectionsystems as well as rotary engines and turbine (jet) engines. Theinvention is believed to be useable in any engine in which volatileliquid carbonaceous fuel is combusted with oxygen (O₂) in one or morecombustion chambers of the engine.

Few modifications are necessary to make such engines usable with thefuel of the present invention. For example, installation of ahydrogen-producing catalyst in the combustion chamber or chambers of theengine, such as described elsewhere herein, to act as a catalyst in thedissociation of water molecules to yield hydrogen and oxygen must bemade. In addition, suitable means to supply and control the input,quantity and flow, of combustion air and fuel to the combustionchamber(s) is important for optimum engine operation. It is noted inthis regard that the air:fuel ratio is a significant factor in effectingcombustion in the chamber(s). It is also desirable, from a practicalpoint of view, to make the fuel supply and fuel storage systems of rustproof materials. A higher voltage electric spark system than generallyused in internal combustion engines of motor vehicles operated withconventional carbonaceous fuels, e.g., gasoline, is also preferred.Systems to provide a "hotter spark" are available commercially, such asfrom Chrysler Motor Company. As a further modification to optimize useof the invention, it is desirable to employ a computer assistedelectronically controlled system to supply fuel to fuel injectors duringthe intake stroke of the internal combustion engine.

The dissociation of water molecules, per se, is well known. For example,the thermo-dynamics and physical chemistry of water/steam dissociationare described in the text entitled "Chemistry of Dissociated Water Vaporand Related Systems" by M. Vinugopalan and R.A. Jones, 1968, publishedby John Wiley & Sons, Inc.; "Physical Chemistry for Colleges", by E.B.Mellard, 1941, pp 340-344 published by McGraw-Hill Book Company, Inc.,and "Advanced Inorganic Chemistry", by F. Albert Cotton and GeoffreyWilkinson, 1980, pp 215-228; the disclosures of which are expresslyincorporated herein by reference.

Although not required for the practice of the invention, a heater topreheat the combustion air for the engine and a heat exchanger to usethe hot exhaust gases from the engine to preheat the combustion airafter the engine is operating, at which time the heater is shut off, mayalso be installed. Although the presently preferred embodiment of theinvention does not require preheating combustion air and/or fuel,combustion air for the engine may be preheated before it is introducedinto a carburetor or fuel injection system. When using an engine with acarburetor, the combustion air may be preheated to from about 350° F. toabout 400° F. as it enters the carburetor. When using an engine with afuel injection system, the combustion air may be preheated from about122° F. to about 158° F. as it enters the fuel injection system. In suchcases, the aqueous fuel of the present invention is introduced into thecarburetor or fuel injection system and is mixed with a controlledamount of combustion air. The aqueous fuel is preferably introduced intothe carburetor or fuel injection system at ambient temperatures.

In the preferred embodiment, introduced into the carburetor or fuelinjection system at ambient temperatures and the air/fuel mixture isthen introduced into the combustion chamber or chambers where a sparkfrom a spark plug ignites the air/fuel mixture in the conventionalmanner when the piston of the combustion chamber reaches the combustionstage of the combustion cycle. The presence of a hydrogen-producingcatalyst in the combustion chamber is believed to act as a catalyst forthe dissociation of water molecules in the aqueous fuel when the sparkplug ignites the air/fuel mixture. The hydrogen and oxygen released bydissociation are also ignited during combustion to increase the amountof energy delivered by the fuel. It has been observed in experimentsusing 100 proof alcohol as the engine fuel that the engine produced thesame power output, i.e., watts per hour, as is produced with the samevolume of gasoline. This is indeed surprising in view of the fact thatthe 100 proof ethanol has a theoretical energy potential of about 48,000BTU's per gallon, with a usable potential of about 35,000 to 37,500BTU's per gallon, as compared to gasoline, which has an energy potentialof about 123,000 BTU's per gallon, nearly three times as much. The factthat the lower BTU ethanol is able to generate as much power as a higherBTU gasoline suggests that additional power is attributable to theliberation, i.e., dissociation and combustion of hydrogen and oxygenfrom the water.

Inasmuch as 100 proof ethanol has been found to be a satisfactory fuelin using the method of the present invention, it is apparent that othersuitable fuels may be made by blending by use of other alcohols and byblending alcohols with gasoline, kerosene type fuels or diesel fuel,depending on whether the fuel is to be used in a gasoline, turbine ordiesel powered engine. Experimental work also indicates that 84 proof(42 percent water) ethanol may also be used as a fuel and it is believedthat aqueous fuels containing as much 70 to 80 percent water may beused.

THE ENGINE WITH CARBURETOR

To demonstrate one embodiment of the present invention, an engine wasselected which also had the capacity to measure a predeterminedworkload. The engine selected was a one-cylinder, eight horsepowerinternal combustion engine connected to a 4,000 watt per hour a/cgenerator. The engine/generator was manufactured by the GeneracCorporation of Waukesha, Wisconsin under the trade name Generac, ModelNo. 8905-0(S4002). The engine/generator is rated to have a maximumcontinuous a/c power capacity of 4,000 watts (4.0 KW) single phase. Theengine specifications are as follows:

Engine Manufacturer--Tecumseh

Manufacturer's Model No.--HM80 (Type 155305-H)

Rated Horsepower--8 at 3600 rpm

Displaoement--19.4 cubic inches (318.3 cc)

Cylinder Block Material--Aluminum with cast iron sleeve

Type of Governor--Mechanical, Fixed Speed

Governed Speed Setting--3720 rpm at No-Load (Rated a/c frequency andvoltage (120/240 volts at 62 hertz) are obtained at 3600 rpm. Theno-load setting of 3720 rpm provides 124/248 volts at 62 hertz. Aslightly high no-load setting helps ensure that engine speed, voltageand frequency do not drop excessively under heavier electrical loading.)

Type of Air Cleaner--Pleated Paper Element

Type of Starter--Manual, Recoil Rope

Exhaust Muffler--Spark Arrestor Type

Ignition System--Solid State with Flywheel Magneto

Spark Plug--Champion RJ-17LM (or equivalent)

Set Spark Plug Gap to--0.030 inch (0.76 mm)

Spark Plug Torque--15 foot-pounds

Crankcase Oil Capacity--1 1/2 pints (24 ounces)

Recommended Oil--Use oil classified "For Service SC, SD or SE"

Primary Recommended Oil--SE IOW-30 Multiple Viscosity Oil

Acceptable Substitute--SAE 30 Oil

Fuel Tank Capacity--1 gallon

Recommended Fuel--

Primary--Clean, Fresh UNLEADED Gasoline

Acceptable Substitute--Clean, Fresh, Leaded REGULAR Gasoline

A heat exchanger was installed on the engine to use the hot exhaustgases from the engine to preheat the air for combustion. A platinum barwas installed at the bottom surface of the engine head forming the topof the combustion chamber. The platinum bar weighed one ounce andmeasured 2-5/16 inches in length, 3/4 inches in width, and 1/16 inch inthickness. The platinum bar was secured to the inside of the head withthree stainless steel screws.

A second fuel tank having a capacity of two liters was secured to theexisting one-liter fuel tank. A T-coupling was inserted into theexisting fuel line of the motor for communication with the fuel line foreach fuel tank. A valve was inserted between the T-coupling and the fuellines for each fuel tank so that either tank could be used separately tofeed fuel to the carburetor or to mix fuels in the fuel line leading tothe carburetor.

TEST RUNS

A series of tests were performed to determine if 100 proof ethanol (50%ethanol by volume, balance water) could be used in the motor which wasmodified as described above, and if so, to compare the performance ofthe 100 proof ethanol with the same amount of gasoline.

Two liters of unleaded gasoline were poured into the second fuel tankwith the valve for the second tank in the closed position. Three andeight tenths liters of 100 proof ethanol were poured into the one gallonfuel tank with the valve in the closed position. The valve for thegasoline tank was opened so that the engine could be initially startedon gasoline.

Within three minutes of starting the motor, the combustion air enteringinto the carburetor was measured at 180° F. At this point, the fuelvalve under the ethanol tank was opened and the valve under the gasolinetank was closed. At that point, the temperature of the air entering thecarburetor had risen to 200° F.

Ethanol was now the primary fuel in the motor which exhibited a certainamount of roughness during operation until the choke mechanism wasadjusted by reducing the air intake to the engine by approximately 90percent. Immediately thereafter, two, 1800 watt, heat guns, having arated heat output of 400° F, were actuated and used to heat thecombustion air as it entered the carburetor. The temperature of the airfrom the heat guns measured 390° to 395° F.

After the engine ran on ethanol for approximately 20 minutes, the heatmeasurement in the incoming combustion air stabilized between 347° F.and 352° F. The engine was run on the 100 proof ethanol fuel for 40additional minutes, for a total of one hour, until two liters of ethanolhad been used. The valve under the ethanol tank was then closed and theengine was turned off by opening the choke. Eighteen hundred millilitersof ethanol were left remaining in the tank.

The choke was then reset to the 90 percent closed position, and theengine was started once again. The engine responded immediately and ranas smoothly on 100 proof ethanol as it did during the one-houroperation.

The engine was stopped and started in the same manner on three separateoccasions thereafter with the same results.

While operating the engine on 100 proof ethanol. the power output on thegenerator was measured and indicated that the ethanol produced 36,000watts of power during a one-hour period using two liters of ethanolhaving energy potential of about 48,000 BTUs per gallon.

After the engine had stopped running on ethanol, it was operated againwith the two liters of gasoline in the gasoline tank. Forty sevenminutes into the test, the engine stopped because it ran out ofgasoline. Measurements taken on the generator indicated that, when theengine was operated on gasoline, it was producing power at a rate of36,000 watts per hour for 47 minutes, using two liters of gasolinehaving an energy potential of about 123,000 BTUs per gallon.

Comparing these power measurements indicates that two liters of 100proof ethanol produced the same amount of power as two liters ofgasoline. This is surprising inasmuch as the gasoline has about 2.5times as many BTUs as the same amount of 100 proof ethanol. Thisindicates that the extra power from the ethanol must be due to theliberation and combustion of hydrogen and oxygen from the relativelylarge amounts of water in the fuel.

Although gasoline was used as the starter fuel to preheat the engineand, thus, generate hot exhaust gases to preheat the combustion air, theuse of the gasoline as the starter fuel for preheating is not necessaryand could be replaced with an electrical heat pump to preheat thecombustion air until the heat exchanger can take over and preheat thecombustion air, whereupon the electrical heat pump would turn off.

The above tests comparing the use of the 100 proof ethanol and gasolinewere repeated on three subsequent occasions, each with the same results.

A second series of tests were run which were identical to the above,except for the use of 84 proof ethanol (42 percent ethyl alcohol and 58percent water) in place of the 100 proof ethanol. However, after runningabout 30 seconds on the 84 proof ethanol, the engine stopped abruptlyand released a fair amount of oil under high pressure from the mainbearing in the main engine. The engine was restarted and abruptlystopped again after operating for about 20 seconds.

The above stoppage appears to have been due to preignition of thehydrogen and/or oxygen during the up-stroke period of the piston whichcaused pressure build-up in the crank case, which in turn forced oilunder pressure through the main bearing. The pressure inside thecombustion chamber appears to have been relieved through the pistonrings into the crank case, and then relieved through the main bearing.

The premature ignition of the hydrogen and/or oxygen was probably causedby generating a larger amount of oxygen and hydrogen which did not occurwhen using 100 proof ethanol having a lesser amount of water.

The preignition problem is believed to be curable by using an enginehaving a shorter piston stroke to reduce the dwell time of the fuel,including hydrogen and oxygen, in the combustion chamber, or byadjusting the carburetor or the electronically controlled fuel injectionsystem to help reducing dwell time to avoid generating excessive amountof hydrogen and oxygen. The engine used in the experiment had arelatively long piston stroke of 6 inches. For the conditions describedabove, the piston stroke should be no more than about 1 1/2 inches orless to avoid the preignition problem in that particular engine.

ENGINE WITH ELECTRONICALLY CONTROLLED FUEL INJECTION SYSTEM

A series of tests were run on an engine having an electronicallycontrolled fuel injection system to determine if that would solve thepreignition problem discussed above. The engine used for this purposewas a 3-cylinder turbo charge electronically controlled internalcombustion engine from a 1987 Chevrolet Sprint which had been drivenabout 37,000 miles.

The head was removed from the motor block and cleaned to remove carbondeposits. Three platinum plates were attached to the inside of each headso as not to interfere with valves moving inside the heads duringoperation. Each platinum plate was 1 centimeter in length and width andwas 1/32 of an inch in thickness. Each platinum plate was attached to ahead with one stainless steel screw through the center of each piece.Carbon deposits were cleaned off each piston head and the engine wasreassembled using new gaskets.

The combustion air intake hose which exits from the turbo and leads tothe injector module was divided in the middle and attached to a heatexchanger to cool the combustion air delivered to the injector. The heatexchanger was bypassed by using two Y-junctions on either side of theheat exchanger and by putting a butterfly valve on the side closest tothe turbo so that the hot air stream could be diverted around the heatexchanger and introduced directly into the injector module. Allpollution abatement equipment was removed from the engine but thealternator was kept in place. The transmission was reattached to theengine because the starter mount is attached to the transmission. Thetransmission was not used during the testing. This engine was insertedinto a Chevrolet Sprint car having a tailpipe and muffler system so thatthe engine was able to run properly. The catalytic converter was left inthe exhaust train but the inside of the converter was removed as it wasnot needed. Two one-gallon plastic fuel tanks were hooked up to the fuelpump by a T-section having manual valves so the fuel to the fuel pumpedcould be quickly changed by opening or closing the valves.

TEST RUNS

A series of test runs were performed to determine how the engine asmodified above would run using a variety of fuels.

The first test utilized 200 proof methanol as a starter fluid. Theengine started and operated when the fuel pressure was raised to 60 to75 lbs. When using gasoline, the fuel pressure is generally set at 3.5to 5 lbs.

While the engine was running on the 200 proof methanol, the fuel waschanged to 100 proof denatured ethanol and the motor continued operatingsmoothly at 3500 revolutions per minute (rpm). After about two minutesthe test was stopped and the engine shut down because the fuel hoseswere bulging and became unsafe. These hoses were replaced with highpressure hoses and the plastic couplings and the T's were also replacedwith copper couplings and T's. A new pressure gage was attached. Duringthe testing, it was noted that the fuel mixture needed more combustionair and that the computerized settings of the engine could not beadjusted to provide the additional air. To overcome this, the air intakevalve was opened.

After these modifications, a new series of tests were performed using200 proof methanol in one of two fuel tanks. The engine started on the200 proof methanol and the rpm setting was adjusted to 3500. The enginewas allowed to run for a few minutes. During that time, the fuelpressure was adjusted and it was noted that 65 lbs. of pressure appearedto be adequate. A thermocouple was inserted close to the injector moduleand provided a reading of 65° C. after about 5 minutes.

A fuel mixture comprising 500 ml of distilled water and 500 ml of 200proof methanol were put into the second fuel tank this fuel and was usedto operate the engine. Without changing the air flow, the temperature ofthe combustion air rose from 65° to 75° C. after about 1 minute. The rpmreading dropped to 3100 rpm. The engine ran very smoothly and was turnedoff and restarted without difficulty.

The next step in the test series was to determine how variations in thewater content of the fuel effected engine performance. Using 199 proofdenatured ethanol as starter fuel, the engine started immediately. Thefuel pressure setting was reduced from 65 lbs. to 50 lbs, the combustionair measured 65° C., the rpm's measured 3500, and the engine ransmoothly.

The fuel was then changed into 160 proof denatured ethanol. The fuelpressure was maintained at 50 lbs. The combustion air temperature wasmeasured at 67° C., the rpm's decreased to 3300, and the engine ransmoothly.

After 10 minutes, the fuel was changed to 140 proof denatured ethanol.The combustion air temperature rose to 70° C., the rpm's rose to 3500,and the engine ran smoothly.

After 10 minutes, the fuel was changed to 120 proof denatured ethanol.The combustion air temperature increased to 73° C., the rpm's decreasedto 3300, and the engine ran smoothly.

After 10 minutes, the fuel was changed to 100 proof denatured ethanol.The combustion air temperature increased to 74° C., the rpm's decreasedto 3100, and the engine ran smoothly.

After 10 minutes, the fuel was changed to 90 proof denatured ethanol.The combustion air temperature remained at 74° C., the rpm's reduced to3100, and the engine ran smoothly.

After 10 minutes, the fuel was changed to 80 proof denatured ethanol.The combustion air temperature raised to 76° C. and the rpm's reduced to2900. At that point, an infrequent backfire was noted in the engine. 100proof denatured ethanol was then used as the primary fuel and the bypassto the heat exchanger was closed. The combustion air temperature rose to160° C. and during the next minutes increased to 170° C. The rpm'sincreased to 4000 rpm and the engine ran smoothly.

Another series of tests were run with the engine adjusted to operate at3500 rpm's and with the heat exchanger removed so that neither the fuelor combustion air were preheated and thus were at ambient temperatures.The engine was started with 200 proof ethanol as the fuel and as soon asthe intake air temperature at the injector module had risen to about 50°C., the fuel was changed to 100 proof ethanol and the engine ransmoothly. The intake air temperature rose to 70° C. where it stabilized.The engine was turned off, restarted and continued to run smoothly. Byadjusting and opening the air intake, the rpm could be increased to over4000. By slightly closing the same air intake, the rpm could be reducedto 1500. At both ranges of rpm, the engine ran smoothly and was turnedoff and restarted without difficulty and continued to run smoothly.

The rpm of an engine using the method and fuel of the present inventionmay be regulated by regulating the amount of air flow into thecombustion chamber. In a conventional gasoline powered engine, theengine rpm is regulated by regulating the amount of gasoline that isintroduced into the combustion chambers.

It is evident that the invention involves the use of an aqueous fuelwhich may comprise large amounts of water in proportion to volatilecarbonaceous fuel. A particularly effective aqueous fuel comprises amixture of approximately 70% water and 30% carbonaceous fuel. Thethermal energy of the carbonaceous fuel, e.g., gasoline, is reduced fromthe fuels high energy value, approximately 120,000 BTU's per volumegallon in the case of gasoline, to a BTU content of approximately 35,000BTU's per volume gallon for the 70% water, 30% gasoline mixture. ThisBTU content of the water/gasoline mixture is sufficient to maintain areaction in the combustion chamber of an internal combustion engine,such that the water molecule is dissociated and the hydrogen molecule(H₂) is separated from the oxygen molecule (O₂) and the so producedhydrogen gas is utilized as a primary power source to move the pistonsinside an internal combustion engine upon combustion. The invention isapplicable with a variety of volatile carbonaceous fuels, includingdiesel oil or kerosene, and those fuels can be also mixed with up to 80% water (e.g., diesel or kerosene) to achieve the same reaction todissociate hydrogen and oxygen to release hydrogen gas to power aninternal combustion engine in the presence of a hydrogen-producingcatalyst.

For this reaction to take effect, it is necessary to equip eachcombustion cavity inside the internal combustion engine with at leastone, but preferably two, and maybe more, poles of hydrogen producingcatalyst, with a melting point above the temperature of combustion.Useful catalysts include Ni, Pt, Pt-Ni alloys, Ni-stainless steel, noblemetals, Re, W, and alloys thereof, which may be utilized as a hydrogenproducing catalyst in the form of catalytic metal poles. Combustion anddissociation is initiated by a spark which may be created by aconventional electric spark generation system such as is used withconventional motor vehicle engines.

As a further examples of the invention, using fuel and combustion air atambient temperatures I took 3 liters of unleaded gasoline (87 octane)with a BTU content of about 120,000 BTU's per gallon and 7 liters of tapwater. I added 10 ml of surfactant (detergent) into this mixture in afirst test to enhance mixing of the water with the gasoline. Thisprocedure was followed to produce additional mixtures with 25 ml and 40ml of surfactant to obtain the water/gasoline mixture. The sameprocedure was also followed with using tap water which was filteredthrough a deionization unit and charcoal filter to remove the chlorineand other impurities present in the water.

Each of the above described mixtures was then tested in a 4 cylinder,2.5 liter internal combustion engine equipped with injectors, which wereattached to a fuel rail. The fuel used during those tests was disbursedto the fuel rail through a Bosch multi-port pressure measuring device.The engine was also equipped with a fuel carburetor. The carburetor isonly used for the air intake into the engine as the air/fuel ratios aresubstantially lower and differ with the various fuels used; for example,starting at 0.75:1 with the 50/50 water/alcohol mixture and from 1:1 to3:1 for the 70% water/30% gasoline mixture. Normally, a gasoline engineusing gasoline as fuel utilizes an air fuel ratio of 14 to 1. Such anengine is equipped with a cylinder but is changed to accept two 1/2 inchdiameter nickel bolts or screws, as the hydrogen-producing catalyst,with the screw part being of 1/4 inch diameter to practice theinvention. The nickel bolts were placed 1/2 inch apart on top of thepiston. In another modification I placed a flat piece of aluminum(6-inches by 12-inches) inside and on top of the engine head. I drilledand tapped three 3/4 inch holes into the cover of the engine head in ahorizontal position approximately 3 1/2 inches apart. I screwed somecopper adapters into those holes. The adapters are connected with eachother by a 3/4 inch copper pipe which was fitted into the muffler. Thisdevice carries the exhaust gas from the engine and I have found that itis sufficient to take out water vapors (steam) from the head, otherwisethe water vapor will accumulate in the engine and crankcase oil, whichis not desirable.

Each of the above mentioned fuel mixtures where tested while the enginewas in neutral so as not to move the car and were found to be capable ofself starting the engine by just turning the ignition key of the car. Itwas not necessary to use a secondary fuel to start the engine.

The 2.5 liter engine utilized in those tests was in a standard 2.5 literChrysler turbo injection engine with the turbo and all smog andpollution abatement equipment removed. This engine also had a factoryinstalled 3-speed automatic transmission with a gear ratio of 1:3.09.

The same test series as mentioned above was also performed utilizing thesame internal combustion engine and car, with approximately from 20% to25% diesel and 75% to 80% water, with the same results. Additional testswere conducted with from 20% to 25% kerosene fuel and from 75% to 80%water where like results were also obtained.

In another test series, I used a 70% water/30% gasoline emulsifiedmixture as the only fuel to power the engine in a test "City Car", whichI developed for testing purposes. This car is a 4 door, 5 passengerfront wheel drive car with a net weight of 2,500 pounds. In tests I wasable to drive this car with the above mentioned fuels from 0 to 60 milesper hour in about 6 seconds. I tested the car to a top speed of 75 milesper hour but the car could be driven substantially faster.

As discussed above, I have also determined that it is important tocontrol the air to fuel mixture to obtain optimum results. In one test,I ran a 14:1 air fuel ratio, the same as conventionally used withgasoline, and this resulted in an incomplete combustion within theengine and large amount of water and fuel mixture exiting the tail pipe.The same occurred using an air to fuel mixture of 7:1. These tests wereconducted using water and gasoline at a 70% to 30% mixture, water anddiesel at a 75% to 25% mixture and water and kerosene at a 75% to 25%mixture. The incomplete combustion began to subside to satisfactorylevels with air to fuel ratios of 3:1 or less. Outer limits and optimumproperties are easily determined for any given aqueous fuel mixtureusing the procedure described above but the air to fuel ratio should notexceed 5:1.

I have also found that a wetting agent or surfactant may be desirable.One such agent which has proved to be useful has a trade name ofAqua-mate2 manufactured or distributed by Hydrotex in Dallas, Texas.Obviously, other wetting agents available commercially that helpdisperse carbonaceous fuels in water are also usable.

I additionally conducted tests on all three above described fuels using50% water and 50% carbonaceous fuel, e.g., oil based fuel, which wasadequately dispersed in the water. These tests also allowed the engineto run very satisfactorily.

Another car test is in progress using 50% water and 50% alcohol, with anenergy content of 35,000 BTU's per gallon. Test results of 20 miles pergallon of actual driving have been achieved. With proper fuel managementin the engine, efficiency can be effectively increased significantlyupwards to 30 miles per gallon or more.

The benefits of the invention are substantial since about a 70%reduction of air pollutants is obtained with a total elimination of NOX.There is also a 70% reduction of the fuel price to drive a vehiclethrough reduction in the amount of gasoline used. Furthermore, there areother substantial advantages; such as possible reduction of eliminationof need for oil imports.

Other gaseous or liquid carbonaceous fuels may be used, includinggaseous fuels such as methane, ethane, butane or natural gas and thelike which could be, liquified and substituted for ethanol and methanolas used in the present invention, or used in gaseous form.

The present invention could also be used in jet engines, which isanother form of internal combustion engine.

While the embodiments of the invention chosen herein for purposes of thedisclosure are at present considered to be preferred, it is to beunderstood that the invention is intended to cover all changes andmodifications of all embodiments which fall within the spirit and scopeof the invention, wherein what is claimed is:
 1. A method for combustingan aqueous fuel in an internal combustion engine having at least onecombustion chamber, a fuel introduction system for receiving and mixingfuel and combustion air and introducing said fuel and air mixture intosaid combustion chamber and an electric spark producing system forcreating a spark in said combustion chamber, said methodcomprising:introducing combustion air in controlled amounts into saidfuel introduction system, introducing said aqueous fuel into said fuelintroduction system to mix with said combustion air, said fuelcomprising water from about 20 percent to about 80 percent by volume ofthe total volume of said fuel, and a carbonaceous fuel, and introducingand combusting said aqueous fuel and combustion air in said combustionchamber in the presence of a hydrogen-producing catalyst to operate saidengine, said combustion being initiated by a spark generated in saidcombustion chamber.
 2. A method according to claim 1 wherein thecombustion in the combustion chamber is initiated by a spark of at least35000 volts.
 3. A method according to claim 1 wherein thehydrogen-producing catalyst is present as at least one catalytic pole.4. A method according to claim 3 wherein said hydrogen-producingcatalyst is present as a plurality of catalytic electrically negativepoles.
 5. A method according to claim 1 wherein said carbonaceous fuelis selected from the group consisting of ethanol, methanol, gasoline,kerosene fuel, diesel fuel, other carbon-containing gaseous or liquidfuels, or mixtures thereof, in amounts of about 30% to about 60% of thetotal volume of said aqueous fuel.
 6. A method according to claim 1wherein the ratio of air to fuel in the mixture introduced into thecombustion chamber(s) is not greater than 5:1.
 7. A method according toclaim 1 wherein the ratio of air to fuel in the mixture introduced intothe combustion chamber(s) is 0.75:1 to 1.5:1.
 8. A method according toclaim 1 wherein said carbonaceous fuel is selected from the groupconsisting of ethanol, methanol or mixtures thereof.
 9. A methodaccording to claim 1 wherein said carbonaceous fuel consists essentiallyof gasoline.
 10. A method according to claim 8 wherein the air to fuelratio is about 1:1.
 11. A method according to claim 9 wherein the air tofuel ratio is about 1:1.
 12. A method according to claim 1 wherein saidcombustion air is initially heated prior to introduction to thecombustion chamber by a heater and then heated by heat from hot exhaustgases from said engine after the engine is operating.
 13. A The methodaccording to claim 1 wherein said catalyst comprises at least onecatalytic pole selected from the group consisting of nickel, platinum,platinum-nickel alloy, noble metals, alloys thereof, and other materialsthat will act as a catalyst for the dissociation of water molecules toproduce hydrogen when said combustion air and said aqueous fuel arecombusted in the presence of said catalyst and an electric spark.
 14. Amethod according to claim 1 wherein said catalyst comprises at least onefrom the group consisting of Ni, Pt, Pt-Ni alloys, Ni-stainless steel,noble metals, Re, W, and alloys thereof.
 15. A method according to claim13 wherein said catalyst is platinum.
 16. A method according to claim 13wherein said catalyst comprises catalytic poles of one of nickel andnickel containing alloys.
 17. A method according to claim 1 wherein saidfuel introduction system includes a carburetor and said air is preheatedto at least about 350° F. to about 400° F. as said air enters saidcarburetor.
 18. A method according to claim 1 wherein said fuelintroduction system includes a fuel injection system and said air ispreheated from 122° F. to about 158° F. as said air enters said fuelinjection system.
 19. A method according to claim 1 wherein said aqueousfuel and combustion air are introduced into said fuel introductionsystem at ambient temperatures.
 20. A method according to claim 1wherein the power output of the engine is regulated by regulating theair flow into the fuel introduction system.
 21. A method according toclaim 1 wherein said engine comprises an engine from the groupconsisting of rotary engines, turbine engines and an engine with atleast one working cylinders in which the process of combustion takesplace within the cylinders.
 22. A method for combusting an aqueous fuelin an internal combustion engine having: (a) at least one combustionchamber, (b) a fuel introduction system for receiving and mixing fueland combustion air and introducing said fuel and air mixture into saidcombustion chamber and (c) an electric spark producing system forcreating a spark in said combustion chamber, said methodcomprising:introducing combustion air in controlled amounts into saidfuel introduction system, introducing aqueous fuel into said fuelintroduction system to mix with said combustion air, said aqueous fuelcomprising water from about 20 percent to about 80 percent by volume ofthe total volume of said fuel, and a carbonaceous fuel selected from thegroup consisting of ethanol, methanol, gasoline, diesel fuel, kerosenefuel, other carbon-containing carbonaceous fuels, or mixtures thereof,and introducing and combusting said aqueous fuel and combustion air insaid combustion chamber in the presence of a hydrogen-producing catalystto operate said engine, said combustion being initiated by a sparkgenerated in said combustion chamber.
 23. A method according to claim 22wherein the combustion in the chamber is initiated by a spark of atleast 35000 volts.
 24. A method according to claim 22 wherein thehydrogen-producing catalytic is present as at least one catalyst pole.25. A method according to claim 24 wherein said hydrogen-producingcatalyst is present as a plurality of catalytic electrically negativepoles.
 26. A method according to claim 22 wherein said aqueous fuelcomprises 25% to 75% water.
 27. A method according to claim 22 furthercomprising adjusting the air to fuel ratio of the fuel and air mixtureintroduced to the combustion chamber to be not greater than 5:1.
 28. Amethod according to claim 22 wherein said catalyst is selected from thegroup consisting of nickel, platinum; platinum-nickel alloy, noblemetals, alloys thereof, and other materials that will act as a catalystfor the dissociation of water molecules to produce hydrogen when saidcombustion air and said aqueous fuel are combusted in the presence ofsaid catalyst and an electric spark.
 29. A method according to claim 22wherein water molecules in the aqueous fuel are dissociated in saidcombustion chamber to release hydrogen and oxygen and wherein saidhydrogen is combusted in said combustion chamber along with carbonaceousfuel.
 30. A method according to claim 22 wherein the power output of theengine is regulated by regulating the flow of air for combustion intothe fuel introduction system.
 31. A method according to claim 22 whereinsaid combustion air is initially heated prior to introduction to thecombustion chamber by a heater and then heated by heat from hot exhaustgases from said engine after the engine is operating.
 32. A methodaccording to claim 22 wherein said fuel introduction system includes acarburetor and said air is preheated to at least about 350° F. to about400° F. as said air enters said carburetor.
 33. A method according toclaim 22 wherein said fuel introduction system includes a fuel injectionsystem and said air is preheated to at least 122° F. as said air enterssaid fuel injection system.
 34. A method for combusting an aqueous fuelcomprising a mixture of carbonaceous fuel and water in an internalcombustion engine, said combustion being capable of producingapproximately at least as much engine power as the same volume of saidcarbonaceous fuel would produce in said engine without water and a rangeof power output as indicated by a corresponding range of enginerevolutions per minute (rpm); said engine having at least one combustionchamber, an electric spark producing system for creating a spark in saidcombustion chamber, and a fuel introduction system for (a) receiving andmixing fuel with air for combustion, (b) controlling the proportions offuel and air, and (c) introducing said fuel and air mixture into saidcombustion chamber; said method comprising:introducing aqueous fuel andcontrolled amounts of combustion air into said fuel introduction systemfor mixing therein, said aqueous fuel comprising water from about 20percent to about 80 percent by volume of the total volume of said fueland a liquid or gaseous carbonaceous fuel, introducing said mixture ofaqueous fuel and combustion air into said combustion chamber in thepresence of a hydrogen-producing catalyst in said combustion chamber;and combusting said aqueous fuel and air mixture to operate said engine,said combustion being initiated by a spark generated in said combustionchamber.
 35. A method according to claim 34 wherein the combustion inthe chamber is initiated by a spark of at least 35000 volts.
 36. Amethod according to claim 34 wherein the hydrogen-producing catalyst ispresent as at least one catalytic pole.
 37. A method according to claim36 wherein said hydrogen-producing catalyst is present as a plurality ofcatalytic electrically negative poles.
 38. A method according to claim34 wherein said aqueous fuel comprises 25% to 75% water.
 39. A methodaccording to claim 38 wherein said air to fuel ratio is controlled to benot greater than 5:1.
 40. A method according to claim 34 wherein watermolecules in the aqueous fuel are dissociated in said combustion chamberto release hydrogen and oxygen and wherein said hydrogen is combusted insaid combustion chamber along with carbonaceous fuel.
 41. A methodaccording to claim 34 wherein said carbonaceous fuel is selected fromthe group consisting of alcohols, gasoline, diesel fuel, kerosene fuel,and mixtures thereof, and the air to fuel ratio is controlled to be inthe range of 0.75:1 to 1.5:1.
 42. A method according to claim 34 whereinsaid hydrogen producing catalyst is selected from the group consistingof nickel, platinum, platinum-nickel, noble metals, alloys thereof, andother materials that will produce hydrogen when said combustion air andsaid aqueous fuel are combusted in the presence of said catalyst and anelectrically generated spark.
 43. A method according to claim 34 whereinsaid combustion air is initially heated by a heater and then heated byheat from hot exhaust gases from said engine after the engine isoperating.
 44. A method according to claim 34 wherein said fuelintroduction system comprises a carburetor and said air is preheated toat least about 350° F. prior to entry into said carburetor.
 45. A methodaccording to claim 34 wherein said fuel introduction system comprises afuel injection system said air is preheated at least about 122° F. priorto entry into said fuel injection system.
 46. A method of operating aninternal combustion engine in a motor vehicle, said internal combustionengine being capable of producing a range of power output as indicatedby a corresponding range of engine revolutions per minute (rpm) andhaving at least one combustion chamber, an electric spark producingsystem for creating a spark in said combustion chamber, an da fuelintroduction system for (a) receiving and mixing fuel with air, (b)controlling the proportions of fuel and air and (c) introducing saidfuel and air mixture into said combustion chamber, said methodcomprising:introducing combustion air in controlled amounts into saidfuel introduction system, introducing aqueous fuel into said fuelintroduction system to mix with said combustion air, said aqueous fuelcomprising water from about 20 percent to about 80 percent by volume ofthe total volume of said fuel, and a liquid or gaseous carbonaceous fuelselected from the group consisting of alcohols, gasoline, diesel fuel ormixtures thereof, and introducing and combusting said aqueous fuel andcombustion air in said combustion chamber in the presence of ahydrogen-producing catalyst to operate said engine, said combustionbeing initiated by a spark generated in said combustion chamber.
 47. Amethod according to claim 46 wherein water molecules in the aqueous fuelare dissociated in said combustion chamber to release hydrogen andoxygen and wherein said hydrogen is combusted in said combustion chamberalong with carbonaceous fuel.
 48. A method according to claim 47 whereinthe air to fuel ratio is controlled to be not greater than 5:1.
 49. Amethod according to claim 47 wherein the amount of water in said aqueousfuel is 25% to 75% and the air to fuel ratio is controlled to be in therange of 0.75:1 to 1.5:1.
 50. A method according to claim 47 whereinsaid hydrogen-producing catalyst comprises catalytic poles selected fromthe group consisting of nickel, platinum, platinum-nickel alloy, noblemetals, alloys thereof, and other materials that will act as a catalystfor dissociation of water molecules to produce hydrogen when saidcombustion air and said aqueous fuel are combusted in the presence ofsaid catalyst and an electric spark.
 51. A method according to claim 50wherein the combustion in the chamber is initiated by a spark of atleast 35000 volts.
 52. A method according to claim 50 wherein thehydrogen-producing catalyst is present as at least one catalytic pole.53. A method according to claim 52 wherein said hydrogen-producingcatalyst is present as a plurality of catalytic electrically negativepoles.
 54. A method according to claim 1, wherein said at least onehydrogen-producing catalytic pole is present in each combustion chamber.55. A method according to claim 41, wherein the air to fuel ratio iscontrolled to be about 1:1.
 56. A method according to claim 1, whereinsaid aqueous fuel additionally includes a wetting agent to assist indispersing the carbonaceous fuel in water.
 57. A method according toclaim 56, wherein said wetting agent is a surfactant.
 58. A method forcombusting an aqueous fuel in an internal combustion engine having aplurality of combustion chambers, a fuel introduction system forreceiving and mixing fuel and combustion air and introducing said fueland air mixture into said combustion chambers and an electric sparkproducing system for creating a spark in said combustion chambers, saidmethod comprising:introducing combustion air in controlled amounts intosaid fuel introduction system, introducing said aqueous fuel into saidfuel introduction system to mix with said combustion air, said fuelcomprising water from about 20 percent to about 80 percent by volume ofthe total volume of said fuel, and a carbonaceous fuel, and introducingand combusting said aqueous fuel and combustion air in said combustionchambers in the presence of a hydrogen-producing catalyst to operatesaid engine, said combustion being initiated by a spark generated insaid combustion chambers.
 59. A method according to claim 58 wherein thecombustion in the combustion chambers is initiated by a spark of atleast 35000 volts.
 60. A method according to claim 58 wherein thehydrogen-producing catalyst is present as at least one catalytic pole.61. A method according to claim 60 wherein said hydrogen-producingcatalyst is present as a plurality of catalytic electrically negativepoles.
 62. A method according to claim 58 wherein said carbonaceous fuelis selected from the group consisting of ethanol, methanol, gasoline,kerosene fuel, diesel fuel, other carbon-containing gaseous or liquidfuels, or mixtures thereof, in amounts of about 30% to about 60% of thetotal volume of said aqueous fuel.
 63. A method according to claim 58wherein the ratio of air to fuel in the mixture introduced into thecombustion chambers is not greater than 5:1.
 64. A method according toclaim 58 wherein the ratio of air to fuel in the mixture introduced intothe combustion chambers is 0.75:1 to 1.5:1.
 65. A method according toclaim 58 wherein said carbonaceous fuel is selected from the groupconsisting of ethanol, methanol or mixtures thereof.
 66. A methodaccording to claim 58 wherein said carbonaceous fuel consistsessentially of gasoline.
 67. A method according to claim 65 wherein theair to fuel ratio is about 1:1.
 68. A method according to claim 66wherein the air to fuel ratio is about 1:1.
 69. A method according toclaim 58 wherein said fuel introduction system includes a carburetor.70. A method according to claim 58 wherein said fuel introduction systemincludes a fuel injection system.
 71. A method according to claim 58wherein said combustion air is initially heated prior to introduction tothe combustion chambers by a heater and then heated by heat from hotexhaust gases from said engine after the engine is operating.
 72. Amethod according to claim 58 wherein said catalyst comprises at leastone catalytic pole selected from the group consisting of nickel,platinum, platinum-nickel alloy, noble metals, alloys thereof, and othermaterials that will act as a catalyst for the dissociation of watermolecules to produce hydrogen when said combustion air and said aqueousfuel are combusted in the presence of said catalyst and an electricspark.
 73. A method according to claim 58 wherein said catalystcomprises at least one from the group consisting of Ni, Pt, Pt-Nialloys, Ni-stainless steel, noble metals, Re, W, and alloys thereof. 74.A method according to claim 72 wherein said catalyst is platinum.
 75. Amethod according to claim 72 wherein said catalyst comprises catalyticpoles of one of nickel and nickel containing alloys.
 76. A methodaccording to claim 58 wherein said fuel introduction system includes acarburetor and said air is preheated to at least about 350° F. to about400° F. as said air enters said carburetor.
 77. A method according toclaim 58 wherein said fuel introduction system includes a fuel injectionsystem and said air is preheated from 122° F. to about 158° F. as saidair enters said fuel injection system.
 78. A method according to claim58 wherein said aqueous fuel and combustion air are introduced into saidfuel introduction system at ambient temperatures.
 79. A method accordingto claim 58 wherein the power output of the engine is regulated byregulating the air flow into the fuel introduction system.
 80. A methodaccording to claim 58 wherein said engine comprises an engine from thegroup consisting of rotary engines, turbine engines and an engine withat least one or more working cylinders in which the process ofcombustion takes place within the cylinders.
 81. A method for combustingan aqueous fuel in an internal combustion engine having: (a) a pluralityof combustion chambers, (b) a fuel introduction system for receiving andmixing fuel and combustion air and introducing said fuel and air mixtureinto said combustion chambers and (c) an electric spark producing systemfor creating a spark in said combustion chambers, said methodcomprising:introducing combustion air in controlled amounts into saidfuel introduction system, introducing aqueous fuel into said fuelintroduction system to mix with said combustion air, said aqueous fuelcomprising water from about 20 percent to about 80 percent by volume ofthe total volume of said fuel, and a carbonaceous fuel selected from thegroup consisting of ethanol, methanol, gasoline, diesel fuel, kerosenefuel, other carbon-containing carbonaceous fuels, or mixtures thereof,and introducing and combusting said aqueous fuel and combustion air insaid combustion chambers in the presence of a hydrogen-producingcatalyst to operate said engine, said combustion being initiated by aspark generated in said combustion chambers.
 82. A method according toclaim 81 wherein the combustion in the chambers is initiated by a sparkof at least 35000 volts.
 83. A method according to claim 81 wherein thehydrogen-producing catalyst is present as at least one catalytic pole.84. A method according to claim 83 wherein said hydrogen-producingcatalyst is present as a plurality of catalytic electrically negativepoles.
 85. A method according to claim 81 wherein said aqueous fuelcomprises 25% to 75% water.
 86. A method according to claim 81 furthercomprising adjusting the air to fuel ratio of the fuel and air mixtureintroduced to the combustion chambers to be not greater than 5:1.
 87. Amethod according to claim 86 wherein the air to fuel ratio is 0.75:1 to1.5:1.
 88. A method according to claim 81 wherein said catalyst isselected from the class consisting of nickel, platinum, platinum-nickelalloy, noble metals, alloys thereof, and other materials that will actas a catalyst for the dissociation of water molecules to producehydrogen when said combustion air and said aqueous fuel are combusted inthe presence of said catalyst and an electric spark.
 89. A methodaccording to claim 81 wherein water molecules in the aqueous fuel aredissociated in said combustion chambers to release hydrogen and oxygenand wherein said hydrogen is combusted in said combustion chambers alongwith carbonaceous fuel.
 90. A method according to claim 81 wherein thepower output of the engine is regulated by regulating the flow of airfor combustion into the fuel introduction system.
 91. A method accordingto claim 81 wherein said combustion air is initially heated prior tointroduction to the combustion chambers by a heater and then heated byheat from hot exhaust gases from said engine after the engine isoperating.
 92. A method according to claim 81 wherein said fuelintroduction system includes a carburetor and said air is preheated toat least about 350° F. to about 400° F. as said air enters saidcarburetor.
 93. A method according to claim 81 wherein said fuelintroduction system includes a fuel injection system and said air ispreheated to at least 122° F. as said air enters said fuel injectionsystem.
 94. A method for combusting an aqueous fuel comprising a mixtureof carbonaceous fuel and water in an internal combustion engine, saidcombustion being capable of producing approximately at least as muchengine power as the same volume of said carbonaceous fuel would producein said engine without water and a range of power output as indicated bya corresponding range of engine revolutions per minute (rpm); saidengine having a plurality of combustion chambers, an electric sparkproducing system for creating a spark in said combustion chambers, and afuel introduction system for (a) receiving and mixing fuel with air forcombustion, (b) controlling the proportions of fuel and air, and (c)introducing said fuel and air mixture into said combustion chambers;said method comprising:introducing aqueous fuel and controlled amountsof combustion air into said fuel introduction system for mixing therein,said aqueous fuel comprising water from about 20 percent to about 80percent by volume of the total volume of said fuel and a liquid orgaseous carbonaceous fuel, introducing said mixture of aqueous fuel andcombustion air into said combustion chambers in the presence of ahydrogen-producing catalyst in said combustion chambers; and combustingsaid aqueous fuel and air mixture to operate said engine, saidcombustion being initiated by a spark generated in said combustionchambers.
 95. A method according to claim 94 wherein the combustion inthe chambers is initiated by a spark of at least 35000 volts.
 96. Amethod according to claim 94 wherein the hydrogen-producing catalyst ispresent as at least one catalytic pole.
 97. A method according to claim96 wherein said hydrogen-producing catalyst is present as a plurality ofcatalytic electrically negative poles.
 98. A method according to claim94 wherein said aqueous fuel comprises 25% to 75% water.
 99. A methodaccording to claim 98 wherein said air to fuel ratio is controlled to benot greater than 5:1.
 100. A method according to claim 94 wherein watermolecules in the aqueous fuel are dissociated in said combustionchambers to release hydrogen and oxygen and wherein said hydrogen iscombusted in said combustion chambers along with carbonaceous fuel. 101.The method according to claim 100 wherein said carbonaceous fuel isselected from the group consisting of alcohols, gasoline, diesel fuel,kerosene fuel, and mixtures thereof, and the air to fuel ratio iscontrolled to be in the range of 0.75:1 to 1.5:1.
 102. The methodaccording to claim 101 wherein said hydrogen producing catalyst isselected from the group consisting of nickel, platinum, platinum-nickel,noble metals, alloys thereof, and other materials that will producehydrogen when said combustion air and said aqueous fuel are combusted inthe presence of said catalyst and an electrically generated spark. 103.The method according to claim 94 wherein said combustion air isinitially heated by a heater and then heated by heat from hot exhaustgases from said engine after the engine is operating.
 104. The methodaccording to claim 94 wherein said fuel introduction system comprises acarburetor and said air is preheated to at least about 350° F. prior toentry into said carburetor.
 105. The method according to claim 94wherein said fuel introduction system comprises a fuel injection systemsaid air is preheated at least about 122° F. prior to entry into saidfuel injection system.
 106. A method of operating an internal combustionengine in a motor vehicle, said internal combustion engine being capableof producing a range of power output as indicated by a correspondingrange of engine revolutions per minute (rpm) and having a plurality ofcombustion chambers, an electric spark producing system for creating aspark in said combustion chambers, and a fuel introduction system for(a) receiving and mixing fuel with air, (b) controlling the proportionsof fuel and air and (c) introducing said fuel and air mixture into saidcombustion chambers, said method comprising:introducing combustion airin controlled amounts into said fuel introduction system, introducingaqueous fuel into said fuel introduction system to mix with saidcombustion air, said aqueous fuel comprising water from about 20 percentto about 80 percent by volume of the total volume of said fuel, and aliquid or gaseous carbonaceous fuel selected from the group consistingof alcohols, gasoline, diesel fuel or mixtures thereof, and introducingand combusting said aqueous fuel and combustion air in said combustionchambers in the presence of a hydrogen-producing catalyst to operatesaid engine, said combustion being initiated by a spark generated insaid combustion chambers.
 107. A method according to claim 106 whereinwater molecules in the aqueous fuel are dissociated in said combustionchambers to release hydrogen and oxygen and wherein said hydrogen iscombusted in said combustion chambers along with carbonaceous fuel. 108.A method according to claim 107 wherein the air to fuel ratio iscontrolled to be not greater than 5:1.
 109. A method according to claim107 wherein the amount of water in said aqueous fuel is 25% to 75% andthe air to fuel ratio is controlled to be in the range of 0.75:1 to1.5:1.
 110. A method according to claim 107 wherein saidhydrogen-producing catalyst comprises catalytic poles selected from thegroup consisting of nickel, platinum, platinum-nickel alloy, noblemetals, alloys thereof, and other materials that will act as a catalystfor dissociation of water molecules to produce hydrogen when saidcombustion air and said aqueous fuel are combusted in the presence ofsaid catalyst and an electric spark.
 111. A method according to claim110 wherein the combustion in the chambers is initiated by a spark of atleast 35000 volts.
 112. A method according to claim 110 wherein thehydrogen-producing catalyst is present as at least one catalytic pole.113. A method according to claim 110 wherein said hydrogen-producingcatalyst is present as a plurality of catalytic electrically negativepoles. .Iadd.
 114. A method for combusting an aqueous fuel in aninternal combustion engine having at least one combustion chamber and afuel introduction system for receiving and mixing fuel and combustionair and introducing said fuel and air mixture into said combustionchamber, said method comprising:introducing combustion air in controlledamounts into said fuel introduction system, introducing said aqueousfuel into said fuel introduction system to mix with said combustion air,said fuel comprising water from about 20 percent to about 80 percent byvolume of the total volume of said fuel, and a carbonaceous fuel, andintroducing and combusting said aqueous fuel and combustion air in saidcombustion chamber in the presence of a hydrogen-producing catalyst tooperate said engine, said combustion being initiated in said combustionchamber. .Iaddend. .Iadd.
 115. A method according to claim 114 whereinsaid carbonaceous fuel comprises diesel fuel, in amounts of about 30% toabout 60% of the total volume of said aqueous fuel and said internalcombustion engine is a diesel engine. .Iaddend. .Iadd.
 116. A methodaccording to claim 115 wherein the power output of the engine isregulated by regulating the air and fuel flow into the fuel introductionsystem. .Iaddend. .Iadd.
 117. A method according to claim 114 whereinsaid carbonaceous fuel comprises diesel fuel and said internalcombustion engine is a diesel engine. .Iaddend.